Twin hull boat suspension system

ABSTRACT

A twin hull suspension system that facilitates independent movement of each hull is disclosed. The twin hull boat suspension system is comprised of a pivoting beam, an aft telescoping beam, a fore telescoping beam, a bridge deck set atop of these beams and a plurality of universal connections. The pivoting beam is the main connection between the two hulls and is placed close to amidships. This beam allows each hull to pitch so that one hull may be bow down in a trough of a wave while the other hull is bow up riding on another wave. The bridge deck is dimensioned to allow each bow to rise and fall higher than the bridge deck. The aft telescoping beam and the fore telescoping beam are positioned substantially equidistant from the pivoting beam and substantially parallel to the pivoting beam. A pair of universal-type connection affixed to the aft portion of the starboard hull and to the aft portion of the portside hull engages the aft telescoping beam. Similarly, a pair of universal-type connection is affixed to the fore portion of the starboard hull and the fore portion of the portside hull engages the fore telescoping beam.

FIELD OF THE INVENTION

The present invention relates to the field of recreational multi-hull sailboats, and more precisely to a catamaran having a suspension system that facilitates independent movement of each hull.

BACKGROUND OF THE INVENTION

Multi-hulled vessels are well known and trace their origin to primitive vessels made by securing two logs together for added stability and deck area. A catamaran is generally described as a boat with two parallel hulls or floats, especially a light sailboat with a mast mounted on a transverse frame joining the hulls. A catamaran may also be described as a raft of floats lashed together and propelled by paddles or sails.

Stability of the deck area is preferred in multi-hulled vessels such as catamarans. One problem with a conventional catamaran is that when a catamaran goes through choppy water the two hulls are not enabled for independent movement. This decreases the stability of the craft and also decreases the efficiency with which the craft traverses the water. Other problems exist.

Related art that addresses the above problems includes the following patents.

U.S. Pat. No. 2,119,775, issued to Chase on Jun. 7, 1938, discloses a boat structure in which two hulls are connected together in spaced substantially parallel relation in such a way as to produce a craft possessing seaworthiness and maneuvering ability which may be operated at high speeds in rough water, and is capable of transporting heavy loads.

U.S. Pat. No. 2,917,754, issued to Gunderson on Dec. 22, 1959, discloses a catamaran where the hulls and deck have a sufficient degree of flexibility relative to each other to permit the craft to conform to the movements of the water.

U.S. Pat. No. 3,002,484, issued to Dube on Oct. 3, 1961, discloses a boat for use in open, relatively rough water

U.S. Pat. No. 3,517,832, issued to Gray on Jun. 30, 1970, discloses a suspension system for a speed boat hull which has a pair of elongated laterally spaced pontoons aligned on opposing hull sides and a first pair of angularly adjustable arms that interconnect forward portions of the hull and pontoons. A second pair of angularly adjustable arms arranged in tandem with the first pair of arms interconnect rearward sections of the pontoons and the hull.

U.S. Pat. No. 3,593,684, issued to Cogliano on Jul. 20, 1971, discloses a collapsible assembly which can be made into or converted into a catamaran, a swamp boat, a sail car, an iceboat, a ski vehicle, a snowmobile, a snow blower (vehicle), etc.

U.S. Pat. No. 3,604,382, issued to Sorrenti on Sep. 14, 1971, discloses a gliding boat comprising a central hull pivotally suspended between two self-stabilizing lateral floats so that the central hull will maintain its vertical position independently of the raising or lowering of the lateral floats.

U.S. Pat. No. 3,937,166, issued to Lindsay on Feb. 10, 1976, discloses a multi-hulled boat which includes a main float and a retractable float normally arranged, when in their operative positions, in spaced apart side-by-side relationship. A float connection assembly is provided, including a pivot structure interconnecting the main float and the retractable float and arranged so that the float connection assembly may be pivoted with respect to the main float to move the retractable float to lie alongside the main float. The arrangement is such that the pivotable float connection assembly includes a beam which can be connected rigidly to the main float and the retractable float.

U.S. Pat. No. 3,981,259, issued to Harper, Jr. on Sep. 21, 1976, discloses a boat of the catamaran type having the usual superstructure mounted on a frame mechanism to which a pair of spaced parallel hulls are pivotably mounted. The frame mechanism includes an actuatable extension apparatus which simultaneously pivots the hulls in laterally opposite directions from a retracted position to a midposition to an extended position to provide the boat with changeable characteristics suitable for various boat operating modes.

U.S. Pat. No. 3,986,219, issued to Michowski on Oct. 19, 1976, discloses a collapsible catamaran which can be easily disassembled into its component aluminum parts for storage and transportation. The collapsible catamaran consists of a pair of two sectional portions, wherein each section of each portion has an upward extending tubular member attached thereon. A rectangular shaped frame has parallel sides and parallel ends, wherein the sides and ends are detachably joined together by union elbow coupling members, wherein the coupling members detachably fit onto the coupling member.

U.S. Pat. No. 4,286,533, issued to Sanner on Sep. 1, 1981, discloses a catamaran sailboat which has the ability to limit heeling from the wind forces, to thereby maximize the effective sail area and speed. The catamaran includes a deck assembly which may be selectively moved laterally between the hulls by the crew, and whereby the weight of the deck, mast, sail, rigging, and crew may all be moved in the windward direction to effectively counterbalance the wind forces. In one embodiment, the two hulls are each continuous along their full length, and in a second embodiment each hull comprises a pair of longitudinally aligned hull sections, with at least one hull section of each pair being rotatable about a vertical axis to effect steering of the craft.

U.S. Pat. No. 4,294,184, issued to Heinrich on Oct. 13, 1981, discloses a multi-hull craft steering system having a plurality of hulls made from flexible envelopes inflated to maintain buoyancy. One of the hulls is located between the remaining hulls and is pivotally mounted for controlling the angular variation in azimuth. The hull is located ahead of the remaining hulls to permit rotation without interference. The hulls have a variable track wherein the distance between the outer hulls may be selected and locked. The craft is provided with a means for angularly rotating the outer hulls with respect to the longitudinal axis of the craft to permit first working position and a second stowed position.

U.S. Pat. No. 4,766,830, issued to Kunz on Aug. 30, 1988, discloses a boat, especially a catamaran, having a rectangular collapsible frame with a one-man mast stepping structure. The tubular frame is comprised of fore, aft and central sub-frame assemblies which can be collapsed so as to be easily car topable and serve as a rack for containing other components of the catamaran. Inflatable hulls are secured in bracket arches on the undersides of the sub-frame assemblies. A rudder frame or cage is pivotally mounted on an aft sub-frame assembly and is adapted to receive a rudder, which is identical to and interchangeable with daggerboards. A system of adjustable rope stays is provided for adjusting the mast.

U.S. Pat. No. 4,807,551, issued to Ace on Feb. 28, 1989, discloses a portable outrigger assembly particularly useful on a canoe. The assembly comprises a pontoon and a supporting structure consisting of first and second set of supports for the pontoon. The first set of supports includes adjustable clamping assemblies for clamping to both sides of the canoe with the first set of supports extending generally horizontally outwardly from one side only of the canoe. The second set of supports extend downwardly from the first set of supports to the pontoon with the entire assembly being both adjustable in setting for various different sizes of canoes and also being readily collapsed without requiring the use of tools and without affecting transportability of the canoe.

U.S. Pat. No. 4,909,169, issued to Skandaliaris et al. on Mar. 20, 1990, discloses a multiple hull boat including a pair of elongate, generally parallel hull members and a collapsible and expandable apparatus for connecting the hull members. There is a central deck section located generally above and between the hull members and having a pair of side edges that extend generally longitudinally of the respective hull members. First and second deck extension sections are mounted to respective hull members and the central deck section is supported relative to the deck extension sections for transverse movement relative to at least the first deck extension section. The hull members are selectively moveable apart such that the deck extension sections are extended at least partly beyond the respective side edges of the central deck section to expand the boat and are moveable together such that at least the first deck extension section is retracted at least partly within a respective side edge of the central deck section to collapse the boat.

U.S. Pat. No. 5,228,404, issued to Gibbs on Jul. 20, 1993, discloses a catamaran suspension system is mounted between the deck and hulls of a catamaran. The suspension system has a pair of tracks mounted to the deck on which carriages having a shock absorber are movably mounted. A pivotable arm is mounted between each carriage and a hull of the catamaran with a strut pivotably mounted between the arm and deck. The suspension system dampens the forces exerted on the hull through the movement of the carriages to minimize deck movement.

U.S. Pat. No. 5,265,550, issued to Harper, Jr. on Nov. 30, 1993, discloses a water borne vessel supported by a pair of laterally extendible pontoons, which pontoons are extended as a function of both speed and water conditions. A combination of extensible hydraulic cylinder units and threaded shafts selectively provide control of the degree of extension or retraction of the pontoons and maintenance of the pontoons at the selected position of the pontoons and a synchronizing device maintains movement of the pontoons in concert. The configuration of the asymmetric pontoons provides different width immersed surfaces and different wetted areas as a function of the degree of extension to accommodate speed, water conditions, wind and draft for optimum travel.

U.S. Pat. No. 5,277,142, issued to Connor on Jan. 11, 1994, discloses an improved twin hull vessel of the catamaran type, having a central bridgedeck and a pair of side hulls interconnected by lateral suspension arms. The suspension arms are pivotally connected with offset spaced connections to the bridgedeck and to each of the hulls for moving said hulls from a substantially horizontally locked position to a vertical position beneath the bridgedeck, while holding the hulls in the vertical orientation relative to the water surface, thus changing the vessel from a catamaran to a single hull vessel for moving the vessel into pier locations, or for trailering the vessel.

U.S. Pat. No. 6,397,769 B1, issued to Bullmer on Jun. 4, 2002, discloses a multi-hulled vessel of variable width is disclosed, in which two floats are connected with one another by means of a variable connection device. By means of the connection device, the distance between the floats can be varied. At the maximum distance between them, the vessel features optimum seaworthiness, while at the minimum distance between them it has a small berthing space requirement. The connection device supports the central unit, which encompasses a useful area unit. The floats do not have a continuous deck height over their entire length, but feature recesses. These recesses are pushed beneath the useful area unit when the floats are adjusted to their minimum interval spacing.

U.S. Pat. No. 6,874,440 B1, issued to Manderfeld on Apr. 5, 2005, discloses a boat having at least two hulls with an adjustable frame which maintains the relative separation of the hulls. Each hull has one or more buoyancy sections. Each buoyancy section of each hull may be relocated laterally, by expansion or contraction of an adjustable frame which causes the relative separation of corresponding buoyancy sections to be controllably adjusted. Accordingly, both deck area of the boat and its stability are increased when the buoyancy sections are extended laterally.

While these patents and other previous methods have attempted to solve the problems that they addressed, none have utilized or disclosed a catamaran designed to crawl over steep waves with each hull rising to meet the wave independently, as does embodiments of the present invention.

Therefore, a need exists for a catamaran suspension system with these attributes and functionalities. The twin hull boat suspension system according to embodiments of the invention substantially departs from the conventional concepts and designs of the prior art. It can be appreciated that there exists a continuing need for a new and improved twin hull boat suspension system which can be used commercially. In this regard, the present invention substantially fulfills these objectives.

The foregoing patent and other information reflect the state of the art of which the inventors are aware and are tendered with a view toward discharging the inventor's acknowledged duty of candor in disclosing information that may be pertinent to the patentability of the present invention. It is respectfully stipulated, however, that the foregoing patent and other information do not teach or render obvious, singly or when considered in combination, the inventor's claimed invention.

BRIEF SUMMARY OF THE INVENTION

The general purpose of the present invention, which will be described subsequently in greater detail, is to provide a twin hull, i.e., two hulls, boat suspension system. In particular, the present invention relates to a device that allows a twin hull boat to have a smoother ride over choppy water.

Generally speaking, the present invention permits two hulls of a catamaran to move up and down independently. This movement is achieved by the use of a combination of a pivoting crossbeam and at least two expanding crossbeams. A bridge deck is set atop of these crossbeams. In some embodiments, the bridge deck may utilize a shock-absorbing device such as an air cushion similar to those found on a big rig truck.

In one embodiment the twin hull boat suspension system is comprised of means for independent movement of a port side hull and a starboard side hull, where the means for independent movement is comprised of means for center beam pivoting, and means for aft beam telescoping.

In another embodiment the twin hull boat suspension system is further comprised of means for fore beam telescoping.

In one arrangement the twin hull boat suspension system is comprised of a pivoting beam, an aft telescoping beam, and a plurality of universal connections that facilitate cooperation of the beams with the twin hulls. In a preferred embodiment of the present invention, the twin hull boat suspension system is further comprised of a fore telescoping beam and corresponding universal connections.

The pivoting beam is the main connection between the two hulls and is placed close to amidships. This beam allows each hull to pitch, i.e. pivot horizontally, so that one hull may be bow down in a trough of a wave while the other hull is bow up riding on another wave.

The aft telescoping beam and the fore telescoping beam are positioned substantially equidistant from the pivoting beam and substantially parallel to the pivoting beam.

A pair of universal-type connection, e.g. a universal hinge, a universal joint, a trailer hitch-type ball, affixed to the aft portion of the starboard hull and to the aft portion of the portside hull, engages the aft telescoping beam. Similarly, a pair of universal-type connection is affixed to the fore portion of the starboard hull and the fore portion of the portside hull engages the fore telescoping beam. The aft universal-type connections are affixed substantially the same distance from the pivoting beam. The fore universal-type connections are affixed substantially the same distance from the pivoting beam. The distance between the aft telescoping beam and the pivoting beam is substantially the same distance as the distance between the fore telescoping beam and the pivoting beam.

Straddling the pivoting beam is a bridge deck. The fore and aft sections of the bridge deck each have a protruding section on the centerline of the bridge deck, e.g. a fore protruding section and an aft protruding section. The fore protruding section is attached to substantially the top center of the fore telescoping beam. The aft protruding section is attached to substantially the top center of the aft telescoping beam.

The fore and aft telescoping beams provide support for the bridge deck. The fore and aft telescoping beams and the bridge deck are positioned and dimensioned so that as the two hulls move, the telescoping beams do not hit the bridge deck. The width of the bridge deck is dimensioned so that the port side hull and starboard side hull can rise and fall and not hit the bridge deck. Means for propulsion, e.g. a sail, a motor, of the twin hull boat is connected to the bridge deck in a preferred embodiment.

The cooperation of the telescoping beams with the universal-type connections allows for movement on the vertical and horizontal plane. As one hull rises past the level of the bridge deck the telescoping beam is positioned to have enough clearance so as not to contact the deck. At any point of hull movement the centerline of the bridge deck is substantially level with the middle of the telescoping beams fore and aft. Since the bridge deck is firmly attached to the center beam across the full width of the bridge deck, and to the mid point of the telescoping beams, the hulls are free to pivot without twisting the bridge deck.

One aspect of the present invention is that each hull is enabled to travel over waves independently.

Another aspect of the present invention is that it improves bridge deck stability.

Another aspect of the present invention is that it improves the efficiency with which a catamaran traverses the water.

Another aspect of the present invention is that it may be made from readily available materials.

These and other features and advantages of the present invention will be presented in more detail in the following specification of the invention and the accompanying figures, which illustrate by way of example the principles of the invention.

There are additional features of the invention that will be described hereinafter and which will form the subject matter of the claims appended hereto. In this respect, before explaining at least one embodiment of the invention in detail, it is to be understood that the invention is not limited in its application to the details of construction and to the arrangements of the components set forth in the following description or illustrated in the drawings. The invention is capable of other embodiments and of being practiced and carried out in various ways. Also, it is to be understood that the phraseology and terminology employed herein are for the purpose of description and should not be regarded as limiting.

As such, those skilled in the art will appreciate that the conception, upon which this disclosure is based, may readily be utilized as a basis for the designing of other structures, methods and systems for carrying out the several purposes of the present invention. It is important, therefore, that the claims be regarded as including such equivalent constructions insofar as they do not depart from the spirit and scope of the present invention.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

The invention, together with further advantages thereof, may best be understood by reference to the following description taken in conjunction with the accompanying drawings in which:

FIG. 1 illustrates a perspective view of a catamaran with a twin hull boat suspension system, according to an embodiment of the present invention.

FIG. 2 illustrates a perspective view of a catamaran with a twin hull boat suspension system highlighting internal elements within each hull, according to an embodiment of the present invention.

FIG. 3 illustrates a perspective view of a catamaran with a twin hull boat suspension system highlighting typical hull movement, according to an embodiment of the present invention.

FIG. 4 illustrates a left side plan view of a catamaran with a twin hull boat suspension system highlighting typical hull movement, according to an embodiment of the present invention.

FIG. 5 illustrates a perspective view of a telescoping beam component of a twin hull boat suspension system, according to an embodiment of the present invention.

FIG. 6 illustrates a perspective view of a telescoping beam component and universal connections of a twin hull boat suspension system, according to an embodiment of the present invention.

FIG. 7 illustrates a perspective view of a connecting support for a pivoting beam of a twin hull boat suspension system, according to an embodiment of the present invention.

FIG. 8 illustrates a cross-sectional view of a telescoping beam of a twin hull boat suspension system, according to an embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION

The present invention will now be described in detail with reference to a few preferred embodiments thereof as illustrated in the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. It will be apparent, however, to one skilled in the art, that the present invention may be practiced without some or all of these specific details. In other instances, well known operations have not been described in detail so not to unnecessarily obscure the present invention.

Referring now to FIG. 1 through FIG. 8 a twin hull boat suspension system 100 is comprised of a pivoting beam 200, an aft telescoping beam 300, a fore telescoping beam 400, and a plurality of universal connection 500.

The pivoting beam 200 is the main connection between the two hulls and is placed close to amidships. This beam allows each hull to pitch, i.e. pivot horizontally, so that one hull may be bow down in a trough of a wave while the other hull is bow up riding on another wave.

The telescoping beams have an outer casing 310, a port-side interior casing 321 and a starboard-side interior casing 322. Port-side interior casing 321 and starboard-side interior casing 322 are dimensioned such that when fully collapsed inside outer casing 310 the inside ends of port-side interior casing 321 and starboard-side interior casing 322 do not meet, i.e. there is an interior gap between the inside ends. Positioned between the inside of the outer casing 310 and the outside of interior casing 320 is a friction reducing material 340 that enables the interior casing 320 to slide within the outer casing 310. In an exemplary embodiment, male pivot 330 is formed at the hull end of port-side interior casing 321 as well as at the hull end of starboard-side interior casing 322.

The aft telescoping beam 300 and the fore telescoping beam 400 are positioned substantially equidistant from the pivoting beam 200 and substantially parallel to the pivoting beam 200.

A pair of universal-type connection 500, affixed to the aft portion of the starboard hull 600 and to the aft portion of the portside hull 700, engages the aft telescoping beam. Similarly, a pair of universal-type connection 500 affixed to the fore portion of the starboard hull 600 and the fore portion of the portside hull 700 engages the fore telescoping beam 400.

The aft universal-type connections 500 are affixed substantially the same distance from the pivoting beam 200. The fore universal-type connections 500 are affixed substantially the same distance from the pivoting beam 200. The distance between the aft telescoping beam 300 and the pivoting beam 200 is substantially the same distance as the distance between the fore telescoping beam 400 and the pivoting beam 200.

Straddling the pivoting beam is a bridge deck 800. The fore and aft sections of the bridge deck each have a protruding section on the centerline of the bridge deck, e.g. a fore protruding section 810 and an aft protruding section 820. The fore protruding section 810 is attached to substantially the top center of the fore telescoping beam 400. The aft protruding section 820 is attached to substantially the top center of the aft telescoping beam 300.

The fore and aft telescoping beams provide support for the bridge deck 800. The fore and aft telescoping beams and the bridge deck 800 are positioned and dimensioned so that as the two hulls move, the telescoping beams do not hit the bridge deck 800. In an exemplary embodiment, support brace 210 is affixed to each hull in order to properly separate bridge deck 800 from the fore and aft telescoping beams.

The cooperation of the telescoping beams with the universal-type connections allows for movement on the vertical and horizontal plane. As one hull rises past the level of the bridge deck the telescoping beam is positioned to have enough clearance so as not to contact the deck. At any point of hull movement the centerline of the bridge deck is substantially level with the middle of the telescoping beams fore and aft. Since the bridge deck 800 is firmly attached to the center pivoting beam 200 across the full width of the bridge deck 800, and to the mid point of the telescoping beams, the hulls are free to pivot without twisting the bridge deck 800.

In an exemplary embodiment the present invention is comprised of

-   -   A twin hull boat suspension system for a twin hull boat having a         port side hull with a port side hull fore section, a port side         hull mid section, and a port side hull aft section and a         starboard side hull having a starboard side hull fore section, a         starboard side hull mid section, and a starboard side hull aft         section comprising:         -   an aft telescoping beam having an aft telescoping beam port             side end and an aft telescoping beam starboard side end,         -   an amidships pivoting beam having a pivoting beam port side             end and a pivoting beam starboard side end,         -   a port side pivoting beam support,         -   a starboard side pivoting beam support,         -   an aft starboard side universal connection, and         -   an aft port side universal connection,         -   where the port side pivoting beam support is operably             connected to the pivoting beam port end, the starboard side             pivoting beam support is operably connected to the pivoting             beam starboard end, the aft telescoping beam port end is             operable to cooperate with the aft port side universal             connection, and the aft telescoping beam starboard end is             operable to cooperate with the aft starboard side universal             connection.

Furthermore, the twin hull boat suspension system may be further comprised of:

-   -   a bridge deck having a bridge deck aft protruding section,         -   where the aft starboard side universal connection is             connected to the starboard side hull aft section, the aft             portside universal connection is connected to the port side             hull aft section, the port side pivoting beam support is             connected to the port side hull mid section, the starboard             side pivoting beam support is connected to the starboard             side hull mid section, the bridge deck is connected to the             pivoting beam, the bridge deck aft protruding section is             connected to the aft telescoping beam, the port side             pivoting beam support is connected to the port side hull mid             section, the starboard side pivoting beam support is             connected to the starboard side hull mid section, the aft             port side universal connection is operably engaged to the             aft telescoping beam port side end, and the aft starboard             side universal connection is operably engaged to the aft             telescoping beam starboard side end.

In another exemplary embodiment the twin hull boat suspension system may be further comprised of:

-   -   a bridge deck fore protruding section,         -   where the fore starboard side universal connection is             connected to the starboard side hull fore section, the fore             portside universal connection is connected to the port side             hull fore section, the bridge deck fore protruding section             is connected to the fore telescoping beam, the fore port             side universal connection is operably engaged to the fore             telescoping beam port side end, the fore starboard side             universal connection is operably engaged to the fore             telescoping beam starboard side end.

From the foregoing, it will be appreciated that, although specific embodiments of the invention have been described herein for purposes of illustration, various modifications may be made without deviating from the spirit and scope of the invention. For example, many of the features and components described above in the context of a particular twin hull boat suspension system configuration can be incorporated into other configurations in accordance with other embodiments of the invention. Accordingly, the invention is not limited except by the appended claims. 

1. A twin hull boat suspension system for a twin hull boat having a port side hull with a port side hull fore section, a port side hull mid section, and a port side hull aft section and a starboard side hull having a starboard side hull fore section, a starboard side hull mid section, and a starboard side hull aft section comprising: an aft telescoping beam having an aft telescoping beam port side end and an aft telescoping beam starboard side end, the aft telescoping beam configured to facilitate an independent movement of each of the port side hull and the starboard side hull and to mitigate shock, an amidships pivoting beam having a pivoting beam port side end and a pivoting beam starboard side end, the amidships pivoting beam configured to absorb shock and attached to the port side hull and the starboard side hull such that the port side hull and the starboard side hull are unable to move closer to one another, a port side pivoting beam support, a starboard side pivoting beam support, an aft starboard side universal connection, and an aft port side universal connection, wherein the port side pivoting beam support is operably connected to the pivoting beam port end, wherein the starboard side pivoting beam support is operably connected to the pivoting beam starboard end, wherein the aft telescoping beam port end is operable to cooperate with the aft port side universal connection, and wherein the aft telescoping beam starboard end is operable to cooperate with the aft starboard side universal connection. wherein the port side hull and the starboard side hull are each configured to horizontally pivot generally perpendicular to the aft telescoping beam and the amidships pivoting beam each at a pitch independent of one another, thereby absorbing shock incurred on the twin hull boat by dividing any forces of torque imposed, wherein the port side hull and the starboard side hull remain at a same distance from one another regardless of the pitch of each hull, and wherein the port side hull and the starboard side hull of the twin hull boat are held together by the amidships pivoting beam.
 2. The twin hull boat suspension system in claim 1, further comprising a bridge deck having a bridge deck aft protruding section, the bridge deck being positioned upon a suspension system to absorb shock and configured to not lessen in width between the port side hull and the starboard side hull, wherein the aft port side universal connection is connected to the port side hull aft section, wherein the port side pivoting beam support is connected to the port side hull mid section, wherein the starboard side pivoting beam support is connected to the starboard side hull mid section, wherein the bridge deck is connected to the pivoting beam, wherein the bridge deck aft protruding section is connected to the aft telescoping beam, wherein the aft port side universal connection is operably engaged to the aft telescoping beam port side end, and wherein the aft starboard side universal connection is operably engaged to the aft telescoping beam starboard side end.
 3. The twin hull boat suspension system in claim 2, further comprising: a bridge deck fore protruding section, a fore telescoping beam having a fore telescoping beam port side end and a fore telescoping beam starboard side end, the fore telescoping beam configured to facilitate an independent movement of each of the port side hull and the starboard side hull and to mitigate shock, wherein the fore starboard side universal connection is connected to the starboard side hull fore section, wherein the fore port side universal connection is connected to the port side hull fore section, wherein the bridge deck fore protruding section is connected to the fore telescoping beam, wherein the fore port side universal connection is operably engaged to the fore telescoping beam port side end, wherein the fore starboard side universal connection is operably engaged to the fore telescoping beam starboard side end, and wherein the port side hull and the starboard side hull are each configured to horizontally pivot generally perpendicular to the fore telescoping beam each at a pitch independent of one another, thereby absorbing shock incurred on the twin hull boat by dividing any forces of torque imposed.
 4. A twin hull boat suspension system comprising: means for independent movement of a port side hull and a starboard side hull, wherein the means for independent movement is comprised of: means for shock absorption, means for center beam pivoting, means for aft beam telescoping, and wherein the port side hull and the starboard side hull remain at a same distance from one another regardless of a pitch of each hull.
 5. The twin hull boat suspension system of claim 4, further comprising means for fore beam telescoping. 